Electric Vehicle and Operation Method of Control Device in Electric Vehicle

ABSTRACT

An electric vehicle comprises a cylinder lock including an operation key which is movable by a user&#39;s operation between a driving position and a charging position provided at a position different from the driving position and an output unit for outputting information indicative of a position of the operation key; and a main controller permits driving control and inhibits charging control when the operation key is moved to the driving position; and the main controller permits the charging control and inhibits the driving control when the operation key is moved to the charging position.

TECHNICAL FIELD

The present invention relates to a vehicle which uses electric energy asa driving power source.

BACKGROUND ART

In recent years, for the purpose of environmental conservation or thelike, an electric vehicle which uses as a driving power source a motoractivated by electric energy stored in a battery has been developed.Such an electric vehicle incorporates a charging connector to which anoutside charging connector connected to an outside electric power supplyis detachably attached, in order to charge the battery mounted in thevehicle with electric power supplied from the outside electric powersupply.

In a conventional electric vehicle, an internal system controlsswitching between a discharging state in which the battery is connectedto the motor and a charging state in which the battery is connected tothe charging connector (see, e.g., Patent Literature 1).

CITATION LIST Patent Literature

-   Patent Literature 1: Japanese Laid-Open Patent Application    Publication No. 2011-193715

SUMMARY OF INVENTION Technical Problem

However, in this configuration, it is likely that a rider who is notfamiliar with an operation (manipulation) cannot be aware that switchingbetween the charging state and the discharging state has beenaccomplished, and as a result, the rider performs an incorrectoperation.

Accordingly, an object of the present invention is to provide anelectric vehicle which is capable of preventing the rider's incorrectoperation.

Solution to Problem

To solve the above described problem, according to an aspect of thepresent invention, there is provided an electric vehicle comprising: anelectric motor for generating driving power for moving a vehicle body ofthe electric vehicle; a battery for supplying electric power to theelectric motor; an outside electric power supply connection unitconnected to an outside electric power supply for supplying the electricpower to be charged; a control device for controlling switching betweena driving control state in which the battery is connected to theelectric motor and a charging control state in which the battery isconnected to the outside electric power supply connection unit; and aninput device including an operation member which is movable by a user'soperation between a driving position and a charging position provided ata position different from the driving position and an output unit foroutputting information indicative of a position of the operation member;wherein the control device permits driving control and inhibits chargingcontrol when the operation member is moved to the driving position; andwherein the control device permits the charging control and inhibits thedriving control when the operation member is moved to the chargingposition.

In this configuration, when the operation member is in the drivingposition, the electric vehicle is permitted to drive but is disenabledto be charged with the electric power, while when the operation memberis in the charging position, the electric vehicle is permitted to becharged with the electric power but is disenabled to drive. Therefore,the rider cannot switch the control mode between the driving operationmode and the charging operation mode unless the rider moves theoperation member intentionally. This allows the rider to know thepresent permission mode. In addition, it becomes possible to prevent asituation in which the electric vehicle drives under the charging stateand charging is carried out under the driving state, without the rider'soperation.

The electric vehicle may comprise a motion inhibiting device forinhibiting a motion of the electric vehicle; and the motion inhibitingdevice may operate to inhibit the motion of the electric vehicle, whenthe operation member is moved to the charging position.

In accordance with this configuration, the motion of the electricvehicle can be inhibited during the charging. The motion of the electricvehicle may be inhibited by locking a handle of the electric vehicle.For example, the handle may be locked by a force applied by theoperation member itself, or may be locked by an actuator.

In the electric vehicle, the input device may include a cylinder lockand may be configured to switch an operation position of the operationmember between the driving position and the charging position byrotation of a mechanical key inserted in the cylinder lock. Inaccordance with this configuration, since the cylinder lock is used asthe input device, for example, the cylinder lock used in a conventionalengine-driven vehicle can be used. This can reduce manufacturing cost.

In the electric vehicle, the mechanical key may be disengageable fromthe cylinder lock at the charging position. In accordance with thisconfiguration, by disengaging the mechanical key from the cylinder lockduring the charging, it becomes possible to prevent a third party'soperation for shifting the control state to a state other than thecharging state.

In the electric vehicle, the input device may have a power supply stopposition provided at a position different from the driving position andthe charging position; the operation member may be movable by a rider'soperation among the driving position, the charging position, and thepower supply stop position; and electric power supply to the controldevice may be cut off, and the driving control and the charging controlmay be inhibited, when the operation member is moved to the power supplystop position.

In accordance with this configuration, since the power supply stopposition and the charging position are made different from each other,it becomes possible to prevent a situation in which the charging controlis performed in the power supply stop (cut-off) state, and the controldevice can easily determine whether the present state is the powersupply stop state or a charging preparation state. This can eliminate aneed for a special program or sensor used for the determination.

In the electric vehicle, the power supply stop position may be presentin the middle of a course of shifting from one of the driving positionand the charging position to the other. In accordance with thisconfiguration, when the switching between the discharging mode and thecharging mode is performed, the electric power supply to the controldevice is cut off, and then the control device is reset. As a result,control stability can be improved.

In the electric vehicle, the input device may have a motion inhibitingposition provided at a position different from the driving position, thecharging position, and the power supply stop position; and electricpower supply to the control device may be cut off, the driving controland the charging control are inhibited, and the motion inhibiting devicemay operate to inhibit the motion of the electric vehicle, when theoperation member is moved to the motion inhibiting position.

In accordance with this configuration, since the motion inhibitingposition is set, the electric vehicle can be appropriately placed in astorage state.

According to another aspect of the present invention, there is providedan electric vehicle comprising: an electric motor for generating drivingpower for moving a vehicle body of the electric vehicle; a battery forsupplying electric power to the electric motor; an outside electricpower supply connection unit connected to an outside electric powersupply for supplying the electric power to be charged; a control devicefor controlling switching between a driving control state in which thebattery is connected to the electric motor and a charging control statein which the battery is connected to the outside electric power supplyconnection unit; a display unit configured to display a driving displaystate and a charging display state different from the driving displaystate; and an operation unit operated by a user to perform switchingbetween the driving display state and the charging display state;wherein the control device permits driving control and inhibits chargingcontrol when the display unit is shifted to the driving display state;and wherein the control device permits the charging control and inhibitsthe driving control when the display unit is shifted to the chargingdisplay state.

In accordance with this configuration, when the display unit is in thedriving display state, the electric vehicle is permitted to drive but isdisenabled to be charged with the electric power, while when the displayunit is in the charging display state, the electric vehicle is permittedto be charged with the electric power but is disenabled to drive.Therefore, the rider cannot switch the control mode between the drivingoperation mode and the charging operation mode unless the riderintentionally moves the display unit using an operation unit. Thisallows the rider to know the present permission mode. In addition, itbecomes possible to prevent a situation in which the electric vehicledrives under the charging state and charging is carried out under thedriving state without the rider's operation.

To solve the above described problem, according to another aspect of thepresent invention, there is provided a method of operating a controldevice in an electric vehicle including an electric motor for generatingdriving power for moving a vehicle body of the electric vehicle; abattery for supplying electric power to the electric motor; an outsideelectric power supply connection unit connected to an outside electricpower supply for supplying the electric power to be charged; a controldevice for controlling switching between a driving control state inwhich the battery is connected to the electric motor and a chargingcontrol state in which the battery is connected to the outside electricpower supply connection unit; and an input device including an operationmember which is movable by a user's operation between a driving positionand a charging position provided at a position different from thedriving position and an output unit for outputting informationindicative of a position of the operation member, the method comprising:permitting driving control and inhibiting charging control when theoperation member is moved to the driving position; and permitting thecharging control and inhibiting the driving control when the operationmember is moved to the charging position.

Advantageous Effects of Invention

In accordance with the present invention, it is possible to provide anelectric vehicle which is capable of preventing a rider's incorrectoperation.

BRIEF DESCRIPTION OF DRAWINGS

FIG. 1 is a left side view of an electric motorcycle as an exemplaryelectric vehicle according to Embodiment 1 of the present invention.

FIG. 2 is a block diagram showing electric wiring in the vicinity of abattery unit as an exemplary configuration of an electric system in theelectric motorcycle of FIG. 1.

FIG. 3 is a block diagram showing a schematic configuration ofcomponents of a system in the vicinity of a main controller in theelectric motorcycle of FIG. 1.

FIG. 4 is a plan view of a key hole of a cylinder lock of FIG. 1.

FIG. 5 is a flowchart showing an exemplary operation of a control devicewhich is performed when a main system is activated.

FIG. 6 is a flowchart showing an exemplary operation of the controldevice which is performed when switching between a discharging controlmode and a charging control mode takes place.

DESCRIPTION OF EMBODIMENTS

Hereinafter, embodiments of the present invention will be described withreference to the accompanying drawings. Throughout the drawings, thesame or corresponding components are designated by the same referencesymbols and will not be described in repetition in detail, unlessotherwise noted.

Embodiment 1

FIG. 1 is a left side view of an electric motorcycle as an exemplaryelectric vehicle according to an embodiment of the present invention.Although an electric motorcycle is exemplarily shown as the electricvehicle in FIG. 1, the electric vehicle is not limited to the electricmotorcycle, but may be another straddle electric vehicle (electricthree-wheeled vehicle or the like), an electric four-wheeled vehiclehaving a living space such as a multi-purpose vehicle, or an electricvehicle other than the vehicle, such as personal watercraft Or, theelectric vehicle may be a hybrid electric vehicle, incorporating aninternal combustion engine in addition to an electric motor.

As shown in FIG. 1, an electric motorcycle 1 includes a front wheel 2which is a driven wheel, a rear wheel 3 which is a drive wheel, avehicle body frame 4 which is disposed between the front wheel 2 and therear wheel 3, and an electric motor 5 mounted to the vehicle body frame4. The electric motorcycle 1 is not equipped with an internal combustionengine and is configured to rotate the rear wheel 3 by driving powergenerated by the electric motor 5.

The front wheel 2 is rotatably mounted to the lower portion of a frontfork 6 extending substantially vertically such that it is inclined at acertain caster angle. A steering shaft 7 is coupled to the upper portionof the front fork 6, and a bar-type handle 8 is attached to the upperportion of the steering shaft 7. A right grip of the handle 8 is athrottle grip which is operated by the rider to adjust the driving powergenerated by the electric motor 5. A cylinder lock 805 is placed in thevicinity of the handle 8.

The vehicle body frame 4 includes a head pipe 11, a pair of right andleft and a pair of upper and lower main frames 12, a pair of right andleft down frames 13, a pair of right and left pivot frames 14, a pair ofright and left swing arms 15, and a seat frame 16. The head pipe 11supports the steering shaft 7 such that the steering shaft 7 isrotatable. The seat frame 16 supports a seat (not shown) on which therider and a passenger are seated in a forward or rearward direction.

The electric motor 5 is placed in a region which is below the down frame13 and in front of the pivot frame 14. The driving power generated bythe electric motor 5 is transmitted to the rear wheel 3 via a drivingpower transmission mechanism 17. The electric motor 5 is accommodated ina motor case 18. The motor case 18 accommodates a transmission (notshown) constituting the driving power transmission mechanism 17 togetherwith the electric motor 5, and is suspended from the down frame 13 andthe pivot frame 14.

The electric motorcycle 1 incorporates an inverter case 19 and a batterycase 80 in addition to the motor case 18 accommodating the electricmotor 5. The inverter case 19 accommodates electric components includingan inverter 20. The battery case 80 accommodates electric componentsincluding the battery unit 60. The inverter case 19 is placed in a spaceof a substantially-inverted triangular space when viewed from a side,which is surrounded by the main frame 12, the pivot frame 14 and theseat frame 16, and positioned just behind the lower rear end portion ofthe battery case 80. The battery case 80 is placed between the pair ofright and left main frames 12, above the lower end portions of the pairof right and left down frames 13, and forward relative to the pivotframes 14.

The battery case 80 is provided with a charging connector 49 used forcharging the battery unit 60 from an outside electric power supply 90outside the electric motorcycle. For example, a fitting section of thecharging connector 49 may be exposed to the outer surface of the batterycase 80, or placed in an opening (charging port) of the battery case 80and this opening may be covered with a specified cover.

FIG. 2 is a block diagram showing electric wiring in the vicinity of thebattery unit 60 as an exemplary configuration of an electric system inthe electric motorcycle 1 of FIG. 1. In the block diagram of FIG. 2, theflow of a driving current is shown. As shown in FIG. 2, the battery unit60 includes a plurality of battery modules 61 and a battery frame 64,and is a unit which serves as a high-voltage DC single secondarybattery. Each of the battery modules 61 includes a plurality of batterycells 62 and a module casing 63 in a rectangular parallelepiped shape,for accommodating the plurality of battery cells 62. Each of the batterycells 62 is a secondary battery which is capable of storing DC power,and is, for example, a lithium ion battery or nickel metal hydridebattery. The plurality of battery cells 62 are aligned and electricallyconnected to each other in the interior of the module casing 63. Theplurality of battery modules 61 are densely arranged in the interior ofthe battery case 80 and electrically connected in series, in a state inwhich they are connected to and fastened to the battery frame 64.

As should be understood from the above, the battery unit 60 isconfigured such that many battery cells 62 are connected in series in anelectric view point, and as a result serves as the secondary battery ofa high-voltage current (e.g., 200 to 300V). The battery unit 60 iselectrically connected to the charging connector 49 via a charging wire491 composed of a P-side (positive-side) charging wire 491 p and anN-side (negative-side) charging wire 491 n and electrically andmechanically connected to the inverter 20 via a high-voltage electricwire 31 composed of a P-side power supply wire 31 p and an N-side powersupply wire 31 n. The inverter 20 converts the high-voltage DC powersent from the battery unit 60 into three-phase AC power in accordancewith a torque command or the like from a main controller 100, andsupplies the three-phase AC power to the electric motor 5 via athree-phase AC wire 32. The electric motor 5 is activated by the ACpower supplied from the inverter 20 to generate driving powercorresponding to electric characteristics such as a current.

A P-side inverter relay 36 is provided on the P-side power supply wire31 p of the high-voltage electric wire 31. A bypass wire 33 whichbranches from the P-side power supply wire 31 p is provided in parallelwith the P-side inverter relay 36. A current steering resistor 34 and ananti-rush-current relay 35 are provided in series on the bypass wire 33.An N-side inverter relay 37 is provided on the N-side power supply wire31 n of the high-voltage electric wire 31.

The inverter case 19 contains a smoothing capacitor 38, the electrodesof which are connected between the P-side power supply wire 31 p and theN-side power supply wire 31 n. At activation of systems in the electricmotorcycle 1, it becomes possible to prevent a rush current with anexcessively great magnitude from flowing through the inverter 20 by themain controller 100's operation for suitably selecting OPEN or CLOSE forrelays (35 to 37), even under a state in which charges are notaccumulated in the smoothing capacitor 38. Hereinafter, the relays 35 to37 will be referred to as driving relays 35 to 37. Current meter(s) 53is/are attached onto the P-side power supply wire 31 p, the N-side powersupply wire 31 n, and/or the bypass wire 33. In FIG. 2, a case where thecurrent meter 53 is attached only on the P-side power supply wire 31 pis exemplarily shown.

A service plug 40 is provided on a connection wire 39 connecting thebattery modules 61 placed adjacently to each other. The service plug 40includes a plug 41 for performing switching between continuity(conduction) and cutting off (disconnection) of the connection wire 39and a fuse 42 for cutting off (disconnecting) the connection wire 39 ifa current with an excessively great magnitude flows therethrough. Amaintenance operator operates the plug 41 manually to enable switchingbetween a power supply state in which the connection wire 39 is placedin a conductive state and the electric power can be supplied from thebattery unit 60 to the electric motor 5 and a cut-off state in which theconnection wire 39 is placed in a cut-off state and the electric powersupply from the battery unit 60 to the electric motor 5 is cut off.

The electric motorcycle 1 includes a low-voltage battery 43 which is asecondary battery of low-voltage DC power (e.g., 12V), separately fromthe battery unit 60 which is an electric power supply for the electricmotor 5. The low-voltage battery 43 is connected to a power load otherthan the electric motor 5, via a low-voltage electric wire 44. The powerload which uses the low-voltage battery 43 as the electric power supplyincludes, for example, a battery controller 70 for monitoring the SOC(state of charge) of the battery unit 60, the inverter 20, the sensors,and the main controller 100 as a control device for controlling theoverall electric motorcycle 1, including control for activating theinverter 20. In addition, the power load which uses the low-voltagebattery 43 as the electric power supply includes a lighting device suchas a head light, a tail lamp, and a direction indicator, instruments(gauges) such as a speed indicator, and a display unit (auxiliary unit110 in FIG. 2). A low-voltage relay 101 is provided on the low-voltageelectric wire 44 extending from the low-voltage battery 43 to the maincontroller 100, the auxiliary unit 110, and the battery controller 70.When the electric power is not supplied from the battery unit 60 to theinverter 20 (e.g., charging mode), the main controller 100 can activatethe driving relays 35 to 37 to cut off (disconnect) the high-voltageelectric wire 31 between the battery unit 60 and the inverter 20. On theother hand, when the electric power is supplied from the battery unit 60to the inverter 20 (e.g., discharging mode), the main controller 100 canactivate the driving relays 35 to 37 to connect the high-voltageelectric wire 31 between the battery unit 60 and the inverter 20.

The low-voltage battery 43 is connected to a DC/DC converter 45 via alow-voltage converter wire 46 composed of a P-side power supply wire 46p and an N-side power supply wire 46 n. The DC/DC converter 45 isconnected to the P-side power supply wire 31 p and the N-side powersupply wire 31 n of the high-voltage electric wire 31 via a high-voltageconverter wire 47 composed of a P-side power supply wire 4′7 p and anN-side power supply wire 47 n. A DC/DC converter relay 48 is provided ona P-side power supply wire 4′7 p and an N-side power supply wire 47 n ofthe high-voltage converter wire 47. In FIG. 2, a case where the DC/DCconverter relay 48 is provided on the high-voltage power supply wire 4′7p is exemplarily shown. The main controller 100 provides anopening/closing command to the converter relay 48.

The high-voltage electric wire 31 is connected to the charging connector49 via the charging wire 491 composed of the P-side charging wire 491 pand the N-side charging wire 491 n. A P-side charging relay 51 isprovided on the P-side charging wire 491 p, while an N-side chargingrelay 52 is provided on the N-side charging wire 491 n. The chargingconnector 49 is electrically connectable to the outside electric powersupply 90 for charging the battery unit 60.

The main controller 100 provides commands to the driving relays 35 to 37and the charging relays 51 and 52 to control switching between a firstconnection state in the discharging mode in which the battery unit 60 isconnected to the electric motor 5 and a second connection state in thecharging mode in which the battery unit 60 is connected to the chargingconnector 49.

In the first connection state, the electric motor 5 is activated by theelectric power supplied from the battery unit 60, and thereby theelectric motorcycle 2 can drive. During deceleration of the electricmotorcycle 1, the electric motor 5 operates as an electric generator. Inthis case, the inverter 20 converts the AC power (regenerative power)generated by the electric motor 5 into DC power which is charged intothe battery unit 60.

When the outside electric power supply 90 is electrically connected tothe charging connector 49, in the second connection state, the electricpower is supplied from the outside electric power supply 90 to thebattery unit 60 via the charging wire 491 and the high-voltage electricwire 31 and charged into the battery unit 60. In addition, the electricpower supplied from the outside electric power supply 90 can be chargedinto the low-voltage battery 43. Or, the DC/DC converter 45 can convertthe DC power stored in the battery unit 60 into DC power for thelow-voltage battery 43 which is charged into the low-voltage battery 43.

FIG. 3 is a block diagram showing a schematic configuration ofcomponents in the vicinity of the main controller 100 of a system in theelectric motorcycle 1 of FIG. 1. In FIG. 3, arrows between the blocksindicate a signal flow. As shown in FIG. 3, the electric motorcycle 1includes as major components the inverter 20, the main controller 100, amain switch 102, the battery controller 70, the low-voltage relay 101for opening and closing a power supply path connected to the maincontroller 100, a cylinder lock 805 as an input device, an output device900 such as a display unit, a monitor, and a speaker, and a state sensor104 for detecting the states of the vehicle. The state sensor 104 isconfigured to detect the vehicle state(s) required for driving. Thestate sensor 104 may include, for example, one or a plurality of sensorsselected from a vehicle speed sensor, a motor rotational speed sensor, abattery temperature sensor, a current sensor, a voltage sensor, a standswitch sensor, a gear position sensor, a driving mode switching commandsensor, an accelerator sensor, a brake sensor, a connectiondetermination sensor for the charging connector, and a sensor whichdetermines whether or not the electric power is supplied from thecharging connector.

The cylinder lock 805 is used as the input device which selectivelyperforms switching between a charging permission state and a drivingpermission state. The cylinder lock 805 is used to perform switchingbetween ON and OFF for the main switch 102 and lock the vehicle body.The cylinder lock 805 is configured such that a key hole is movableamong a plurality of predetermined positions. The sensor attached to thecylinder lock 805 provides to the main controller 100 a signalindicative of a key hole position. By rotating a mechanical key insertedinto the key hole in the cylinder lock 805, the key hole position can bechanged. The main controller 100 switches the control mode based on thesignal indicative of the key hole position provided by the cylinder lock805. The main switch 102 performs switching between ON and OFF based onthe signal indicative of the key hole position provided by the cylinderlock 805. In a state in which the mechanical key is disengaged from thekey hole, the rotation of the key hole is inhibited. As the key holepositions, a driving position, a movement inhibiting position, a powersupply stop position, and a charging position are set. The cylinder lock805 is configured to output signals indicative of these positions.

The main controller 100 determines whether a present state is thedriving permission state or the charging permission state based on thesignal provided by the cylinder lock 805. When the main controller 100determines that the present state is the driving permission state, itdisconnects the charging relays 51, 52, and controls the driving relays35 to 37 to initiate supplying of a driving current to the motor 5. Onthe other hand, when the main controller 100 determines that the presentstate is the charging permission state, it controls the driving relays35 to 37 to stop the supplying of the driving current to the motor 5 andconnects the charging relays 51, 52 to allow the electric power to besupplied via the charging connector 49. Or, when the main controller 100determines that the low-voltage battery 43 is in a fully charged state,it commands the converter relay 48 to be disconnected, therebypreventing an excessive current. Or, when the main controller 100determines that the SOC of the low-voltage battery 43 is equal to orless than a predetermined value, it connects the converter relay 48,thereby preventing excessive discharging.

When the main switch 102 receives a power supply stop signal (powersupply stop position signal) from the cylinder lock 805, it disconnectsthe low-voltage relay 101. Or, when the main switch 102 receives thepower supply signal (any position signal other than power supply stopposition signal) from the cylinder lock 805, it connects the low-voltagerelay 101. The operation of the main switch 102 in association with thekey hole operation may be performed physically or electrically.

The low-voltage relay 101 opens the power supply path to cut off theelectric power supply to the main controller 100 for a specified timewhen one of the first and second connection states is switched to theother connection state. In this configuration, when switching betweenthe first connection state and the second connection state takes place,the electric power supply to the main controller 100 is cut off once,and then the main controller 100 is reset. This makes it possible toprevent switching between the first connection state and the secondconnection state in a state in which the electric power continues to besupplied to the main controller 100. As a result, control stability canbe improved.

When the switching between the first connection state and the secondconnection state takes place, a program used for executing thecorresponding mode is also selected, in addition to the connectionstate. Since a previous control mode is switched to a new control modeafter the information stored in a RAM in the previous control mode hasbeen erased, it becomes possible to prevent a situation in which theprevious information stored in the RAM will negatively affect the newcontrol mode.

The battery controller 70 determines whether the present state is thecharging permission state or the driving permission state in accordancewith the command provided by the main controller 100. This makes itpossible to carry out different control processes which are batterycontrol in the charging permission state and battery control in thedriving permission state. For example, in the charging permission state,only charging is performed in a state where there is relatively muchtime. However, in the driving permission state, regenerative chargingand discharging are repeated. Therefore, by selecting a battery controlprogram, charging and discharging can be performed more efficiently.Since the battery controller is reset when the mode is also switched,control stability can be improved.

When the main controller 100 receives a driving permission signal(driving position signal) from the cylinder lock 805, it inhibits theoperation for charging the electric power from outside and executes adriving preparation program. When the driving preparation program isterminated, the main controller 100 shifts to a driving stand-by state.The driving preparation program includes an operation check, a relayoperation, a command to the battery controller 70, etc. When the maincontroller 100 receives a driving start signal from the rider under thedriving stand-by state, it computes a torque command according to adriving program, and provides the torque command to the inverter. Themain controller 100 operates the battery controller 70 according to thedriving program.

On the other hand, when the main controller 100 receives a chargingpermission signal (charging position signal) from the cylinder lock 805,it inhibits the operation for driving and executes a chargingpreparation program. When the driving preparation program is terminated,the main controller 100 shifts to a charging stand-by state. Thecharging preparation program includes an operation check, a relayoperation, a command to the battery controller 70, etc. When thecharging connector is connected in the charging stand-by state andthereby the electric power is supplied, the main controller 100 operatesthe battery controller 70 according to a charging program.

The cylinder lock 805 as the input device is configured to be operatedby a user to command the main controller 100 to perform switchingbetween the first connection state and the second connection state. Inthe present embodiment, the switching between ON and OFF for the mainswitch 102 is performed by the rider's operation of the cylinder lock805. In response to the rider's operation, the low-voltage relay 101 isopened or closed via the main switch 102. In accordance with thisconfiguration, for example, even if the user performs the switchingoperation many times within a short time by using the input device, thedischarging mode or the charging mode is initiated in a state in whichthe main controller 100 is reset. As a result, control stability can beenhanced in a simple and inexpensive manner.

The output device 900 allows the rider to be notified of the vehiclestates based on the information provided by the main controller 100 sothat the rider can confirm the states. For example, the output device900 displays the driving speed and the motor rotational speed. Inaddition, the output device 900 displays a driving mode, a gear ratio, adistance, a time, the SOC, etc. The output device 900 is implemented asan instrument panel and placed in front of the handle bar in a middleposition in a vehicle width direction. In the present embodiment, thecylinder lock 805 is positioned in the vicinity of the instrument paneland in the vicinity of the handle. Alternatively, for example, thecylinder lock 805 may be placed within the instrument panel. Byconfirming the key hole and the position of the mechanical key insertedinto the key hole, the permission state can be confirmed. This meansthat the cylinder lock also serves as a display unit for displaying thepermission state. Or, the key hole position may be displayed on theinstrument panel. For example, “D” is displayed on a monitor when thekey hole position is the driving position, while “CHG” is displayed onthe monitor when the key hole position is the charging position. Bydisplaying the driving permission state and the charging permissionstate separately from the key hole, the rider can easily confirm thepresent state. Next, the cylinder key 805 as the input device will bedescried specifically with referent to FIG. 4. The cylinder key 805 asthe input device is placed in the vicinity of the handle 8 of theelectric motorcycle 1. FIG. 4 is a plan view of the key hole of thecylinder lock 805. As shown in FIG. 4, the cylinder 805 is configured toallow the rider to select the operation position set in the key hole byrotating the mechanical key inserted into the key hole. The electricmotorcycle 1 further includes a motion inhibiting device for inhibitingthe motion of the vehicle body. In the present embodiment, as the motioninhibiting device, the electric motorcycle 1 includes a lock bar (notshown) for locking the handle 8 in response to the operation of thecylinder lock 805. The lock bar may lock the handle by a force appliedby the mechanical key itself, or may be actuated by an actuator to lockthe handle.

The cylinder lock 805 has four operation (manipulation) positions, whichare the driving position (ON in FIG. 4), the power supply stop position(OFF in FIG. 4), the motion inhibiting position (LOCK in FIG. 4), andthe charging position (CHG in FIG. 4), among which the key hole ismovable. The power supply stop position is present in the middle of acourse of shifting from one of the driving position and the chargingposition to the other. The rider can select any one of the fouroperation positions by rotating the mechanical key. In accordance withthis configuration, the power supply stop position at which thelow-voltage relay 101 is opened is placed between the driving positionand the charging position, in an operation route of the input deviceoperated by the rider. This allows the main controller 100 to be resetstably in a physical sense when switching between the first connectionstate and the second connection state is performed.

The mechanical key can be inserted into and disengaged from the key holecorresponding to any one of the power supply stop position, the motioninhibiting position, and the charging position. The mechanical keyinserted into the key hole corresponding to the driving position isinhibited from being disengaged therefrom. When the mechanical key is inthe motion inhibiting position or the charging position, the lock baroperates to lock the handle. Or, the mechanical key may be inhibitedfrom being moved to the motion inhibiting position or the chargingposition unless the handle is rotated to the position at which thehandle is locked. Likewise, since the charging position is placedseparately from the power supply stop position, the charging control iscarried out in the power supply stop state. This can eliminate a need tostand by because of a possibility of charging at the power supply stopposition and the motion inhibiting position, and hence a need for astand-by or determination program or a sensor used for stand-by ordetermination. Furthermore, since the cylinder lock is placed in thevicinity of the meters so that the rider riding in the electricmotorcycle 1 can see the cylinder lock, the rider can know the statewithout displaying the driving permission state or the chargingpermission state on the monitor. Since the rider must perform the keyoperation to select the mode, the rider is easily aware of the modeselection.

In the power supply stop position (OFF), the motion inhibiting position(LOCK), and the charging position (CHG), the driving relays 35 to 37 aremaintained in an open state, and therefore frequent activation of therelays is prevented. In the same manner, in the power supply stopposition (OFF) and the motion inhibiting position (LOCK), the relay 101is maintained in an open state, and therefore frequent activation of therelay is prevented. In the same manner, in the driving position (ON),the power supply stop position (OFF), and the motion inhibiting position(LOCK), the charging relays 51, 52 are maintained in an open state.Since the states of the relays continue, a degradation of the relays dueto frequent switching can be suppressed. In the LOCK position and theCHG position, the handle lock state is maintained. Therefore, theoperation for rotating the handle is omitted when the mechanical key isrotated from the LOCK position to the CHG position. The mechanical keyis inserted into the key hole in the LOCK position and is easily rotatedto the CHG position. Since the rider provides a mode selection commandby rotating an operation member, specifically, the key hole, a size of amode selecting operation means does not increase even when there arethree or more operation positions. Since the mode selecting operationmeans is implemented by the cylinder lock, manufacturing cost can bereduced as compared to a case where an additional component is added.

In the power supply stop position, the mechanical key can be disengagedfrom the key hole of the cylinder lock 805. In the motion inhibitingposition, the lock bar operates in response to the operation of thecylinder lock 805 to inhibit the motion of the vehicle body, and themechanical key can be disengaged from the key hole of the cylinder lock805. In this case, the cylinder key 805 inhibits the rotation of the keyhole in a state in which the mechanical key is disengaged from the keyhole.

In the charging position, like the motion inhibiting position, the lockbar operates to inhibit the motion of the vehicle body and themechanical key can be disengaged from the key hole of the cylinder lock805. This allows the user to lock the handle 8 of the electricmotorcycle 1 and keep possession of the mechanical key in the chargingmode. Therefore, a theft of the electric motorcycle 1 can be preventedduring a charging work.

Next, the circuit state corresponding to each operation position of thecylinder lock 805 will be described with reference to FIGS. 3 and 4. Inthe driving position (ON), the relay 101 is closed via the main switch102. Thereby, the electric power is supplied from the low-voltagebattery 43 to the main controller 100, and a main system is activated.In the main system, the discharging control mode is executed. The maincontroller 100 enters the first connection state in which the batteryunit 60 is connected to the electric motor 5. In this way, the electricmotorcycle 1 is controlled to be able to drive. At this time, thecharging relays 51, 52 are disconnected to disenable the electricmotorcycle 1 to be charged with the electric power from the outsideelectric power supply.

In the power supply stop position (OFF), the relay 101 is opened via themain switch 102. Thereby, the electric power supply to the maincontroller 100 is stopped and the main system is shut down. In thisstate, the electric motorcycle 1 is disenabled to drive and be chargedwith the electric power.

In the motion inhibiting position (LOCK), the relay 101 is in an openstate via the main switch 102. The electric power supply to the maincontroller 100 is cut off and the main system is shut down. In thisstate, the driving relays 35 to 37 are disconnected, and the electricmotorcycle 1 is disenabled to drive and be charged with the electricpower.

In the charging position (P), the relay 101 is closed via the mainswitch 102. Thereby, the electric power is supplied from the low-voltagebattery 43 to the main controller 100, and the main system is activated.In the main system, the charging control mode is executed. The maincontroller 100 enters the second connection state in which the batteryunit 60 is connected to the charging connector 49. In this way, theelectric motorcycle 1 is enabled to be charged with electric power. Atthis time, the electric motorcycle 1 is disenabled to drive.

In the above described configuration, when the mechanical key is in thedriving position (ON), the electric motorcycle 1 is permitted to drivebut is disenabled to be charged with the electric power, while when themechanical key is in the charging position (P), the electric motorcycle1 is permitted to be charged with the electric power but is disenabledto drive. Therefore, the rider cannot switch the control mode betweenthe driving operation mode and the charging operation mode unless therider moves the mechanical key intentionally. This allows the user toknow the present permission mode. In addition, it becomes possible toprevent a situation in which the electric motorcycle 1 drives under thecharging state and charging is carried out under the driving statewithout the rider's operation.

Next, the operation of the main controller 100 which is performed whenthe main system is activated will be described with reference to theflowchart of FIG. 5. Initially, in the initial state, the main system isin a shut-down state. Then, the rider inserts the mechanical key in thekey hole and rotates the key hole to the ON position or to the CHGposition, and thereby the power supply of the system is turned ON (S1).Then, the main system is activated (S2). The main controller 100determines which of the operation positions the mechanical key is in(S3). When the main controller 100 determines that the key hole is inthe ON position and the mechanical key is in the driving position, itreads the discharging control program from the memory within the maincontroller 100 and shifts to the discharging control mode.

In the discharging control mode, the main controller 100 initiates theinitial operation such as a self-diagnostic sequence and enters thefirst connection state (S5). Specifically, the main controller 100causes the battery unit 60 and the electric motor 5 to be electricallyconnected to each other. In other words, the main controller 100 causesthe driving relays 35 to 37 to be closed. On other hand, the maincontroller 100 causes the battery unit 60 and the charging connector tobe electrically disconnected from each other. In other words, the maincontroller 100 causes the driving relays 35 to 37 to be opened.

On the other hand, when the main controller 100 determines that the keyhole is in the CHG position and the mechanical key is in the chargingposition, it reads the charging control program from the memory withinthe main controller 100 and shifts to the charging control mode (S6). Inthe charging control mode, the main controller 100 executes the programstored in the memory of the main controller 100, performs the resetoperation, and enters the second connection state. That is, the maincontroller 100 causes the battery unit 60 and the electric motor 5 to beelectrically disconnected from each other. Specifically, the maincontroller 100 causes the driving relays 35 to 37 to be opened. Incontrast, the main controller 100 causes the battery unit 60 and thecharging connector to be electrically connected to each other.Specifically, the main controller 100 causes the charging relays 51 and52 to be closed. Thus, in the state in which the charging connector 49is electrically connected to the outside electric power supply 90 as aresult of the rider's operation, the electric power can be supplied fromthe outside electric power supply 90 to the battery unit 60 via thecharging connector 49. In this way, the battery unit 60 can be charged.

In the charging control mode, the main controller 100 determines whetheror not the user's specified charging initiation operation has completed.Specifically, if the main controller 100 determines that the user'sspecified charging initiation operation has failed, it provides analarm. Preferably, the alarm is provided by using an output device (headlight, direction indicator, brake lamp, gauge display, horn, etc.) foruse in driving of the electric motorcycle. This can reduce the number ofcomponents. Preferably, by using the device other than the gaugedisplay, the rider can know that the user's specified charginginitiation operation has failed even when the rider is away from thevehicle body. The instance of such a charging failure refers to a casewhere the rider intends to carry out charging but forgets to do someoperation, for example, a case where the electric power is not suppliedfrom outside even though the charging connector is connected, a casewhere the key is in the driving position even though the chargingconnector is connected, or a case where the charging connector is notconnected even though the key is rotated to the charging position. Inthese cases, the alarm is provided. The alarm is preferably ceased aftera passage of a predetermined time. Furthermore, the content of theoperation mistake may be displayed on the monitor so that the rider caneasily resolve the mistake. Or, information indicating that the chargingis initiated correctly may be output to notify the rider of thisinformation.

In many cases, after the charging is initiated, the rider moves awayfrom the vehicle body. In the case of occurrence of the operationmistake, the rider does not easily realize that the operation mistakehas occurred. If the rider does not realize that the operation mistakehas occurred, time is wasted due to the charging failure. Since theinformation indicating whether the user's charging initiation operationhas been performed correctly or failed is output to notify the rider asdescribed above, the rider can know whether the user's charginginitiation operation has been performed correctly or failed when thecharging is initiated. This can prevent a situation in which the rideris away from the vehicle body even though the user's charging initiationoperation has failed.

Next, the operation of the main controller 100, which is performed whenthe discharging control mode is switched to the charging control mode,will be described with reference to the flowchart of FIG. 6. In thiscase, the rider's key operation is performed such that the key hole ismoved from the driving position to the charging position by way of thepower supply stop position.

When the mechanical key is in the driving position, the main system isin the above stated discharging control mode (S5), and the relay 101connected to the main controller 100 is closed. The electric power issupplied from the low-voltage battery 43 to the main controller 100. Themain system is operating.

When the mechanical key is moved to the power supply stop position, themain switch 102 is turned OFF. The relay 101 connected to the maincontroller 100 is opened. The electric power supply from the low-voltagebattery 43 to the main controller 100 is cut off. The main system isshut down.

When the mechanical key is moved to the charging position, the mainswitch 102 is turned ON, and the relay 101 connected to the maincontroller 100 is closed. The electric power supply from the low-voltagebattery 43 to the main controller 100 is initiated. The system isreactivated. Thereafter, the discharging control mode shifts to thecharging control mode (S6).

Next, the operation of the main controller 100, which is performed whenthe charging control mode is switched to the discharging control mode,will be described with reference to the flowchart of FIG. 6. In thiscase, the rider's key operation is performed such that the key hole ismoved from the charging position to the driving position by way of thepower supply stop position.

When the mechanical key is in the charging position, the main system isin the above stated discharging control mode (S6), and the relay 101connected to the main controller 100 is closed. The electric power issupplied from the low-voltage battery 43 to the main controller 100. Themain system is operating.

When the mechanical key is moved to the power supply stop position, themain switch 102 is turned OFF. The relay 101 connected to the maincontroller 100 is opened. The electric power supply from the low-voltagebattery 43 to the main controller 100 is cut off. The main system isshut down.

When the mechanical key is moved to the driving position, the mainswitch 102 is turned ON, and the relay 101 connected to the maincontroller 100 is closed. The electric power supply from the low-voltagebattery 43 to the main controller 100 is initiated. The system isreactivated. Thereafter, the charging control mode shifts to thedischarging control mode (S5).

As should be appreciated from the above, in a case where one of thedischarging control mode and the charging control mode is switched tothe other, the reset operation of the main controller 100 is performedbefore the control mode is shifted to the other control mode. This makesit possible to reset (reactivate) the main controller 100 in the middleof the switching of the control mode, and improve control stability.

In addition, since the electric power supply is resumed after theelectric power supply to the main controller 100 is cut off, the maincontroller 100 is reactivated to perform the reset operation, andperforms the other control mode after the reset operation takes place.This makes it possible to perform the reset operation more surely thanin a case where the reset operation takes place in software in the mainsystem.

Embodiment 2

In Embodiment 1 of the present invention, the reset operation of themain controller 100 which is performed by resuming supplying of theelectric power after the electric power supply to the main controller100 is cut off, is carried out by the rider's manual operation. Incontrast, in Embodiment 2 of the present invention, the main controller100 automatically performs the above stated reset operation.Hereinafter, differences from Embodiment 1 will be mainly described.

The present embodiment has basically the same configuration as that ofEmbodiment 1 of FIG. 3. As shown in FIG. 3, the main controller 100includes therein a control section for performing control such that therelay 101 for opening and closing the power supply path connected to themain controller 100 is opened when the main controller 100 switches oneof the first connection state and the second connection state to theother connection state. This eliminates a need for the rider's manualoperation for commanding the relay 101 to open. In the presentembodiment, it is supposed that, for example, the state sensor 104 has afunction of detecting whether the charging connector 49 is connected ordisconnected (fitted or disengaged), and the main controller 100performs an activation process regarding one of the connection statesbased on the information detected by the state sensor 104. Specifically,when the main controller 100 determines that the charging connector 49is connected, it determines that the connection state is shifted to thesecond connection state, and performs charging control after the resetoperation of the electric power supply takes place. On the other hand,when the main controller 100 determines that the charging connector 49is disconnected, it determines that the connection state is shifted tothe first connection state, and performs charging control after thereset operation of the electric power supply takes place. Although inthe present embodiment, the control section is placed within the maincontroller 100, it may be placed outside the main controller 100.

Or, when the main controller 100 determines that the position of themechanical key is switched between the driving position and the chargingposition in the cylinder lock, it may perform the reset operation of theelectric power supply irrespective of the operation of the main switch.In this case, the reset operation of the electric power supply may beperformed even when the CHG position and the ON position are not placedat both sides of the OFF position. When a predetermined time passesafter one of the driving position and the charging position is switchedto the other, the electric power supply is cut off for a specified timeby opening the relay. Since the main controller 100 determines that apredetermined time passes and cuts off the electric power supply for aspecified time, it becomes possible to prevent the relay from beingactivated frequently due to an incorrect operation.

Regarding the reset operation, the electric power supply to a motor ECUand to a battery ECU may be cut off as well as the main controller 100.This allows the motor ECU and to the battery ECU to stably operate.

Or, a reset switch (corresponding to a kill switch in a gasoline-poweredvehicle) which is operated to reset the electric power supply to themain controller may be provided at a position at which the rider ridingin the electric motorcycle can operate the reset switch, for example, inthe vicinity of the handle. When there is an abnormality in the system,the kill switch may be operated to restore the operation. Or, even whenthe rider performs the reset operation of the electric power supply inthe middle of the rider's manual switching between the driving mode andthe charging mode, the same advantages can be achieved. The reset switchmay be configured to disenable the reset operation of the electric powersupply during driving of the electric motorcycle and enable the resetoperation of the electric power supply during stop of the electricmotorcycle.

The switch operated to provide a driving permission command is placed ata position at which the rider riding the electric motorcycle in asteering position can operate the switch. Thereby, in a state in whichthe rider is in the steering position, the electric motorcycle ispermitted to drive. Or, the switch operated to provide a chargingpermission command is placed at a position at which the rider in thesteering position cannot reach. Thereby, shifting to the chargingpermission state can take place in a state in which the rider gets offthe electric motorcycle. Thus, the switch operated to provide thedriving permission command and the switch operated to provide thecharging permission command may be distant from each other.

Although in the present embodiment, in the state in which the controlsection opens the relay 101, the electric power supply to the volatilememory within the main controller 100 is cut off, the electric powerused to control the relay 101 is stored in a capacitor within the maincontroller 100. In this configuration, when the main controller 100performs switching between the discharging control mode and the chargingcontrol mode, it opens the relay 101 for itself such that the volatilememory within the main controller 100 is reset, and can close the relay101 with the electric power thereafter (e.g., after a passage of a shorttime (to be precise, after passage of 50 msec)).

Although in the above described embodiments, the main controller 100 asthe control device is configured to perform both of the charging controland the discharging control, the present invention is not limited tothis. The main controller 100 may be composed of a plurality ofcontrollers which cooperate with each other to perform distributedcontrol.

Although in the above described embodiments, the reset operation of theelectric power supply is performed in both of the switching from thedischarging mode to the charging mode and the switching from thecharging mode to the discharging mode, the present invention is notlimited to this. Alternatively, the reset operation of the electricpower supply may be performed in either one of the switching from thedischarging mode to the charging mode and the switching from thecharging mode to the discharging mode. Since the reset operation of theelectric power supply is performed in either one of the switching fromthe discharging mode to the charging mode and the switching from thecharging mode to the discharging mode, a memory capacity of the RAM inthe system can be reduced by utilizing a common storage area during thedischarging and the charging.

Although in the above described embodiments, the relay 101 is openedmanually by the rider or automatically by the main controller, thepresent invention is not limited to this. For example, the switch may bemechanically biased to be closed and may be opened by the electric powersupplied from the main controller. In this configuration, when the maincontroller performs switching between the discharging mode and thecharging mode, it opens the switch on the power supply path connected tothe main controller, and thereafter the switch can be closed by amechanical biasing force in a state in which the electric power supplyto the switch is cut off.

Although in the above described embodiments, the main controller 100determines that the charging initiation operation is completed correctlywhen the user's specified operation is completed, and causes the outputdevice 900 to notify or display a result of the determination, it maydetermine that the charging initiation operation is not completedcorrectly when a state in which some of plural operations are notcompleted yet continues for a predetermined time or longer. In thisconfiguration, it becomes possible to accurately detect the state inwhich the charging initiation operation has actually failed even thoughthe user believes that the charging initiation operation has beencompleted, and notify or display this.

Although in the above described embodiments, the command of the openoperation of the switch for opening and closing the power supply pathconnected to the main controller is input by using the cylinder lock asthe input device, the present invention is not limited to this. Forexample, switching between the discharging mode and the charging modemay be performed by using a switch button, or a toggle switch, and asystem electric power supply may be turned OFF within the system.

The operation positions of the key hole are not limited to those of FIG.4 so long as the charging position is set different from the drivingposition. Preferably, the charging permission command is provided byusing the same operation member as that for providing the drivingpermission command so that the rider is easily aware of switching of themode.

Or, a common position may be used as the LOCK position and the CHGposition. This can simplify the structure. The LOCK position and the CHGposition may be reversed. The LOCK position or the CHG position, whichis used more frequently, may be placed in the end portion of thecylinder lock in a rotational direction. This is more convenient becausethe key can be inserted and disengaged in a state in which the key holeis rotated to a rotation stop position in the mode frequently used.

The LOCK position and the CHG position may be placed at both sides ofthe ON position. Since the LOCK position and the CHG position are awayfrom each other, the operation for moving to the LOCK position and theoperation for moving to the CHG position can be made different from eachother, and the rider easily realizes the difference. Likewise, the LOCKposition and the CHG position may be placed at both sides of the OFFposition. The motion may not be inhibited when the mechanical key is inthe CHG position. In this case, the vehicle body can easily approach acharging area. Other key hole position such as ACC (accessory powersupply) position or a hazard blinking position may be set. Or, a commonposition may be used as the ACC position and the CHG position. This canreduce the key hole positions. Or, the motion of the vehicle body may beinhibited by means other than the handle lock, for example, byinhibiting the rotation of the wheel.

Although the display unit displays the image of the driving permissionor the charging permission, the present invention is not limited tothis. For example, since it is determined whether the present state isthe driving permission state or the charging permission state accordingto the motion of the mechanical key (operation member), the mechanicalkey itself may be the display unit.

Or, an operation member which is different from the cylinder lock mayprovide a command for switching the mode. In this case, also, theoperation for switching between the driving permission state and thecharging permission state is required. This may be performed using aseesaw switch, a switch that linearly moves a tab, or a switch thataxially inserts and disengages a tab. In this way, as the operationmember for switching between the driving permission state and thecharging permission state, two switches, which are a charging permissionswitch used for permitting charging and inhibiting driving and a drivingpermission switch for permitting driving and inhibiting charging may beprovided.

Or, one switch may be used for switching of the mode. In the case ofusing one switch, every time the switch is operated, the chargingpermission mode or the driving permission mode may be alternatelyselected. In this case, preferably, a display unit which displays thecharging permission mode or the driving permission mode which isselected, is provided separately from the switch. This allows the riderto easily realize the present mode.

In the case of switching of the mode using the input device in which thedriving position and the charging position are different, the resetoperation of the electric power supply performed by operating the relay101 may not be performed in switching of the mode. Or, in a case wherethe reset operation of the electric power supply is performed byoperating the relay 101 in switching of the mode, an input device inwhich the driving position and the charging position are the sameoperation position may be used.

Numerous modifications and alternative embodiments of the presentinvention will be apparent to those skilled in the art in view of theforegoing description. Accordingly, the description is to be construedas illustrative only, and is provided for the purpose of teaching thoseskilled in the art the best mode of carrying out the invention. Thedetails of the structure and/or function may be varied substantiallywithout departing from the spirit of the invention.

INDUSTRIAL APPLICABILITY

The present invention is useful in stably controlling switching betweena charging mode and a discharging mode in an electric vehicle.

REFERENCE CHARACTER LIST

-   -   1 . . . electric motorcycle    -   2 . . . front wheel    -   3 . . . rear wheel    -   4 . . . vehicle body frame    -   5 . . . electric motor    -   6 . . . front fork    -   7 . . . steering shaft    -   8 . . . handle    -   11 . . . head pipe    -   12 . . . main frame    -   13 . . . down frame    -   14 . . . pivot frame    -   15 . . . swing arm    -   16 . . . seat frame    -   17 . . . driving power transmission mechanism    -   18 . . . motor case    -   19 . . . inverter case    -   20 . . . inverter    -   43 . . . low-voltage battery    -   44 . . . low-voltage electric wire    -   45 . . . DC/DC converter    -   48 . . . DC/DC converter relay    -   49 . . . charging connector    -   491 . . . charging wire    -   492 . . . communication wire    -   51 . . . P-side charging relay    -   52 . . . N-side charging relay    -   60 . . . battery unit    -   61 . . . battery module    -   62 . . . battery cell    -   63 . . . module casing    -   64 . . . battery frame    -   70 . . . battery controller    -   80 . . . battery case    -   90 . . . outside electric power supply    -   100 . . . main controller    -   101 . . . low-voltage relay (opening and closing power supply        path)    -   102 . . . main switch    -   103 . . . throttle grip    -   110 . . . auxiliary unit    -   800 . . . input device    -   801 . . . meter panel    -   802 . . . speed meter    -   803 . . . speed indicator (tachometer)    -   804 . . . mechanical key    -   805 . . . cylinder lock    -   900 . . . output device    -   901 . . . display light    -   902 . . . monitor    -   903 . . . speaker

1. An electric vehicle comprising: an electric motor for generatingdriving power for moving a vehicle body of the electric vehicle; abattery for supplying electric power to the electric motor; an outsideelectric power supply connection unit connected to an outside electricpower supply for supplying the electric power to be charged; a controldevice for controlling switching between a driving control state inwhich the battery is connected to the electric motor and a chargingcontrol state in which the battery is connected to the outside electricpower supply connection unit; and an input device including an operationmember which is movable by a user's operation between a driving positionand a charging position provided at a position different from thedriving position and an output unit for outputting informationindicative of a position of the operation member; wherein the controldevice permits driving control and inhibits charging control when theoperation member is moved to the driving position; and wherein thecontrol device permits the charging control and inhibits the drivingcontrol when the operation member is moved to the charging position. 2.The electric vehicle according to claim 1, comprising: a motioninhibiting device for inhibiting a motion of the electric vehicle;wherein the motion inhibiting device operates to inhibit the motion ofthe electric vehicle, when the operation member is moved to the chargingposition.
 3. The electric vehicle according to claim 1, wherein theinput device includes a cylinder lock and is configured to switch anoperation position of the operation member between the driving positionand the charging position by rotation of a mechanical key inserted inthe cylinder lock.
 4. The electric vehicle according to claim 3, whereinthe mechanical key is disengageable from the cylinder lock at thecharging position.
 5. The electric vehicle according to claim 1, whereinthe input device has a power supply stop position provided at a positiondifferent from the driving position and the charging position; whereinthe operation member is movable by a rider's operation among the drivingposition, the charging position, and the power supply stop position; andwherein electric power supply to the control device is cut off, and thedriving control and the charging control are inhibited, when theoperation member is moved to the power supply stop position.
 6. Theelectric vehicle according to claim 5, wherein the power supply stopposition is present in the middle of a course of shifting from one ofthe driving position and the charging position to the other.
 7. Theelectric vehicle according to claim 5, wherein the input device has amotion inhibiting position provided at a position different from thedriving position, the charging position, and the power supply stopposition; and wherein electric power supply to the control device is cutoff, the driving control and the charging control are inhibited, and themotion inhibiting device operates to inhibit the motion of the electricvehicle, when the operation member is moved to the motion inhibitingposition.
 8. An electric vehicle comprising: an electric motor forgenerating driving power for moving a vehicle body of the electricvehicle; a battery for supplying electric power to the electric motor;an outside electric power supply connection unit connected to an outsideelectric power supply for supplying the electric power to be charged; acontrol device for controlling switching between a driving control statein which the battery is connected to the electric motor and a chargingcontrol state in which the battery is connected to the outside electricpower supply connection unit; a display unit configured to display adriving display state and a charging display state different from thedriving display state; and an operation unit operated by a user toperform switching between the driving display state and the chargingdisplay state; wherein the control device permits driving control andinhibits charging control when the display unit is shifted to thedriving display state; and wherein the control device permits thecharging control and inhibits the driving control when the display unitis shifted to the charging display state.
 9. A method of operating acontrol device in an electric vehicle including an electric motor forgenerating driving power for moving a vehicle body of the electricvehicle; a battery for supplying electric power to the electric motor;an outside electric power supply connection unit connected to an outsideelectric power supply for supplying the electric power to be charged; acontrol device for controlling switching between a driving control statein which the battery is connected to the electric motor and a chargingcontrol state in which the battery is connected to the outside electricpower supply connection unit; and an input device including an operationmember which is movable by a user's operation between a driving positionand a charging position provided at a position different from thedriving position and an output unit for outputting informationindicative of a position of the operation member, the method comprising:permitting driving control and inhibiting charging control when theoperation member is moved to the driving position; and permitting thecharging control and inhibiting the driving control when the operationmember is moved to the charging position.
 10. The electric vehicleaccording to claim 1, wherein the input device has a power supply stopposition provided at a position different from the driving position andthe charging position.
 11. The electric vehicle according to claim 4,wherein the mechanical key is disengageable from the cylinder lock atthe charging position, and at an operation position which is differentfrom the charging position and is other than the driving position. 12.The electric vehicle according to claim 5, wherein the input device hasa motion inhibiting position provided at a position different from thecharging position.
 13. The electric vehicle according to claim 11,wherein the mechanical key is disengageable from the cylinder lock atthe charging position, and at the motion inhibiting position.
 14. Theelectric vehicle according to claim 1, wherein the output unit displayson a monitor information indicating that the operation member is at thecharging position.
 15. The electric vehicle according to claim 1,wherein the operation member is placed in the vicinity of a meter. 16.The electric vehicle according to claim 1, wherein in the chargingcontrol, the control device determines whether or not a charginginitiation operation is completed, and provides an alarm when thecontrol device determines that the charging initiation operation hasfailed.
 17. The electric vehicle according to claim 16, wherein thecontrol device provides the alarm by using an output device used indriving of the electric vehicle.
 18. The electric vehicle according toclaim 1, wherein a reset operation of electric power supply to thecontrol device is performed in the middle of shifting from one of thedriving control and the charging control to the other.